Variable-speed transmission.



E. G. STAUDE. VARIABLE SPEED TRANSMiSSION.

w rm APPLICATION FILED JAN. 9. 191]. y

Patented July 20, 1916.

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E. G. STAUDE.

VARIABLE SPEED TRANSMISSION.

APPLICATION FILED JAN. 9. 1911.

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VARIABLE SPEED TRANSMISSION.

APPLICATION FILED JAN.9,19H.

Patented July 25, 1916.

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w 0T T3 n wt 5 E 5 5 E N W W PATENT @Flfi EDWIN GUSTAVE S'IAUDE, 0FMINNEAPOLIS, MINNESOTA, ASSIGNOR TO E. G. STAITDE MANUFACTURING 00., OFMINNEAPOLIS, IVIINNESOTA, A CORPORATION.

VARIABLE-SPEED TRANSMISSION.

Application filed January 9, 1911.

To all whom it may concern Be it known that I, EDWIN G. S'rAUnn, ofMinneapolis, Hennepin county, Minnesota, have invented certain new anduseful Improvements in Variable-Speed Transmission, of which thefollowing is a specification.

The primary object of my invention is to provide a positive variablespeed transmission which shall be a direct drive on high speed.

A further object is to provide a speed controlling mechanism which willnot only act as a power transmitter, but positively govern the speed ofthe rotating driven member.

A further object is to provide a mecha nism which in event power isapplied to the driven member it will transmit only a very small portionto the driving member. As for instance a power propelled vehicle goingdown hill, this construction will prevent spinning the engine.

A further-object is to provide a construction which shall be simple andcompact as well as highly efficient in the economical transmission ofpower.

The invention consists generally in various constructions andcombinations, all as hereinafter described and particularly pointed outin the claims.

In the accompanying drawings forming part of this specification, Figure1 is a horizontal section of the variable speed transmission embodyingmy invention, Fig. 2 is a vertical section on line :c-m of Fig. 1looking in the direction of the arrow, Fig. 3 is a section on the line yof Fig. 1 and Fig. 2, Fig. 4 is a detail of the retarding mechanism,Fig. 5 is a detail of the friction controlling wheel, Figs. 6, 7, 8, 9,10 and 11 are all details of the retarding mechanism.

As shown in the drawing, (Fig 1), I provide a stationary housing made intwo parts, which I indicate by the reference figures 2 and 3. The part 2has suitable brackets 4 for supporting the mechanism. On the inside ofthe part 2 I provide a flat surface 5 and in the center of the flatsurface a hub 6 is provided, having a suitable bushing. Opposite the hub6 on the part 3 I provide a hub 7. The hub 6 furnishes a bearing for thedriving member that is preferably cast integral with a frame 9 whichsupports the various mechanical appliances Specification of LettersPatent.

Patented July 25, 1916.

Serial No. 601,644.

near the bearing 13, being operated by a bell crank 16 pivoted at apoint 17 and connected with the usual operating sleeve 18 by a rod 19.This rod has flanges 20 and 21 between which operate rollers 22 mountedon studs 23, operating through slots 24 of the driven member 25 andconnecting with the sleeve 18. I may provide an adjustment for the shaft14, but I have not shown it in this construction.

To insure the friction controlling wheel being in contact with thesurface 5 I have shown in Fig. 5 the detail construction of this wheel,consisting, preferably, of a suitable resilient material 26 over which Iform an annular ring 27 made preferably of tar-red fiber, which I havefound suitable for this purpose. The ring 27 of 'tarred fiber is heldbetween the flanges 28 and 29 by rivets 30 which pass through holes 31in the ring 29. These holes are considerably larger than the rivets 30and permit a yielding movement of the part 27 against the cushion 26when pressure is brought against the surface of the part 27 and withthis construction I am able to set the shaft 14 and with it thecontrolling wheel 15 fairly tight against the surface 5 and still permitits running freely and adjusting itself automatically to wear. On theend of the shaft 14 opposite to the bearing 13 I provide a bevel gear 32loosely mounted and held in place by a collar 33, (Fig. 1) securedto'the shaft 14. This bevel gear 32 is in mesh with another bevel gearwhich has abearing on the annular flange 35, cast integral preferablywith the part 9.

In the drawing I have shown a sleeve 36 shrunk on the flange 35. Iprefer to make this sleeve of tool steel properly hardened so as topermit of the roller bearing arrangement shown in Fig. 2.

Opposite the face of the gear 34 I provide projections 37 havinginclined surfaces 38 and 39. The driven member 25 has formed on itsinner end a flange 40 and secured to this flange 40 are projections 41having inclined surfaces 42 and a surface 43. The part 36 being rigidwith the casting 9 which is part of the driving member 8, it followsthat the part 36 makes the same number of revolutions as the part 8 and.

travel counter-clockwise in Fig. 2 and the surfaces 38, contacting withthe rollers 45, will push them against the projections 41 and operatethe driven member. In case, however, the driven member 25 and theprojections 41 should begin to run faster than aXis of the sleeve.

the gear 34 as, for instance, in'power-propelled vehicles running downan incline, the projections 41 will move out of contact with the rollers45 and the surfaces 43 contacting with the rollers 46 will, with thecoeperation of the surfaces 39, force these rollers 46 outwardly andclamp them against the stationary part 44, thereby checking'the speed ofthe driven member or retarding it to correspond with the movement of thegear 34 and the projections 37.

With the construction so far described, the gear 34 is operated throughthe movement of the gear 32, and should I make no further provision, Iwould have to depend upon the friction between the controlling wheel 15and the surface 5 to carry the bulk of the load. To obviate thisobjection, I insert a hardened steel sleeve 47 securely within theannular sleeve 12. This sleeve 47 has recesses 48 and 49, substantiallysemi-circular in form, and lying in planes inclined to the In practice Ifind that the preferred angle of inclination to obtain the best results,is between 45 and degrees. Within these recesses I place balls 50,preferably two in number, and divide the circle up into four parts. Lugs51 integral with the gear 32 have inclined surfaces 52. On the shaft 14I secure lugs 53 having inclined surfaces 54. I place these lugs toetheras shown in Fi 4 and insert two surface 5; but, by putting the balls inthe position just described, the lugs 51 will force the balls 50 alongin the recesses 48 and 49. The inclined surface 54 on the lug 53 willretard the movement of these balls except in so far as they revolve withthe controlling" wheel 15 and causea friction on the surface of therecesses 48,49, 52 and 54 so that it will take but a small amount ofpower from the controlling wheel to retard the movement of the gear 32and at the same time the friction will be insuflicient to prevent thecontrolling wheel 15 from advancing the lugs 53, and the moment theyadvance, the balls 50 will be free to follow the recesses 48 and 49until they have again come in contact with the inclined surface 54. Bymoving the controlling wheel 15 into the position shown in Fig. 1 andover the fiat portion 58 on the driving member 8, it is evident that thecontrolling wheel 15 cannot revolve, neither is there any movement underthe surface 27, which Wouldbe the case if I should apply this to arevolving disk and move the controlling wheel to the center of the disk.

This movement would in time cause a flat spot to wear on the surface 27and consequently destroy the utility of the mechanism. With the positionof the controlling wheel 15 over the surface 58 the mechanism is then adirect drive. That is to say, there are no parts moving within the gearmechanism.

1 do not confine this invention to the precise construction shownherein, as it is evident that the same may be altered in many ways byanyone familiar in the art, without departing from my invention.

The operation of this transmission is as follows t-Power being appliedto the me1nher 8, the controlling wheel being in the position shown inFig. 1, will revolve the driven member 25 at the same speed. By movingthe member 18 toward the transmission the bell crank 16 will carry thecontrolling wheel 15 away from the surface 8 and on to the stationarysurface 5. This will revolve the controlling wheel 15 slowly and permitthe bevel gear 32 to roll by the surface of the gear 34 and allow thedriven member to travel at a slower speed. By a continuation, of themovement of the eontrolling wheel 15 to the outer edge of the surface 5the bevel gear 32 will at this point travel fast enough so that it willmake the necessary number of revolutions to permit the gear 34 to remainentirely stationary.

Should the load on the gear 34 not be sufficient to revolve the gear 32,it is evident that the controlling wheel 15 will pick up the gear 32 andthe surface 55 driven by the shaft 14 will come in contact with thesurface 56 on the gear 32. The space between this is only sufficient topermit the free work ing of the balls 50 when the surfaces 55 and 56meet.

As shown, the annular sleeve 12 is formed integral with the part 9 asabove described, but I may make this feature as well as the bearingadjustable to take up the wear on the controlling wheel 15. Since thiswear very slight, it will not materially affect the mesh of the gear 32with the gear 34.

I claim as my invention 1. A power transmission mechanism comprising adriving member, a driven member, an automatic braking device interposedbetween said members and arranged to become operative during a periodwhen the driven member temporarily becomes the driving member.

2. A power transmission comprising a driving member, a driven member,operative connections interposed between said members, said connectionsincluding a gear 3%, having surfaces 38, rollers 45, a flange 36, anddriven members 41 between which and said surfaces 38 said rollers areinserted.

3. A power t'ansmissi'on device comprising a driving member, a gearoperatively connected with said driving member and having projectionsthereon, a driven memher also having projections adjacent to said gearprojections, rollers loosely interposed between the projections of saidgear and said driven member to be forced against the projections of thelatter, a seat for said rollers, and means for checking the speed ofsaid driven member and projections when it exceeds the speed of saidgear.

4. A power transmission device compris ing a driving member, a gearconnected therewith and having projections thereon, a driven memberhaving projections, rollers interposed between the projections of saidgear and said driven member, a seat for said rollers, a stationarymember encircling said projections and said rollers, and braking meansarranged to be forced into contact with said stationary member when saiddriven member and its projections exceed the speed of said gear.

A power transmission comprising a driving member, a driven member, gears32 and 3 a meshing with one another and interposed between said members,a sleeve mounted on said gear 32, and means in connection with saidsleeve for retarding and control ling said gear 34.

6. A power transmission including a driving member, a driven member, acontrolling mechanism interposed between said members and including afriction controlling wheel and disk therefor, means operativelyconnecting said controlling wheel and said driven member, and anauxiliary braking device between said driven member and said drivingmember and becoming automatically operative when the load on said drivenmember exceeds the frictional control of said wheel.

7. In a power transmission device, a controlling mechanism including agear 32, a shaft 14 whereon said gear is mounted, a

sleeve carried by said gear, lugs inclosed by said sleeve, said sleevehaving semi-circular recesses formed therein and disposed in planesinclined to the axis of said sleeve, balls disposed in said recesses andlugs mounted on said shaft and having surfaces engaging said balls.

8. A power transmission device comprising a driving member, a drivenmember, operative connections interposed between said members, saidoperative connections including a friction controlling wheel having aresilient surface and a friction surface with which said wheel engages,and connected with said driving member, and means for temporarily bakingsaid driven member in case its speed exceeds that of said drivingmember.

9. A power transmission device comprising a driving member, a drivenmember, operative connections interposed between said members, means forchecking the speed of said driven member when it exceeds that of saiddriving member, and a braking device arranged to become automaticallyoperative, through an increase in the load upon said driven member.

10. A power transmission device comprising a driving member, a sleevedriven therefrom, a series of rollers having bearings on said sleeve andadapted to slide thereon, meansin the rear of said rollers and drivenfrom said driving member, a driven member having projections in front ofsaid roll ers and operated thereby through the movement of said rollersover said sleeve, a stationary member, and braking means forced intocontact with said stationary member by said driven member when its speedexceeds that of said driving member.

11. A power transmission comprising a driving member having projectionsthereon provided with surfaces 38 and 39, a driven member havingprojections thereon pro vided with surfaces 42 and 48, rollersinterposed between said snrfaces 38 and 42 through which said drivenmember is operated, a stationary member, rollers A6 interposed betweensaid surfaces 39 and said stationary member and arranged to be forcedagainst said stationary member when the increase in speed of said drivenmember and projections 41 forces said rollers 46 against said surfaces39.

In witness whereof, I have hereunto set my hand this 5 day of January1911.

EDWIN GUSTAVE STAUDE.

Witnesses GENEVIEVE E. SORENSEN,

C. H. REHEUss.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

